Fourths to john wehle



(No Model.) 3 Sheets-Sheet 1.

O. J. LATZ. MECHANISM FOR OPERATING ELEVATOR GATEfi.

No. 416,037. Patented Nov.v 26, 1889.

(No Model.) 3 Sheets-Sheet 21.

1 C. J. LATZ.

' MECHANISM FOR OPERATING ELEVATOR GATES.

Patented Nov. 26, 1889.

pller. WashingmmD C- (No Model.) 3 Sheets-Sheet 3.

O. J-. LATZ.

' MEGHANISM FOR OPERATING ELEVATOR GATES.

No. 416,087. PatentedNov. 26, 1889.

back of the shaft, and to which the gearing is attached; F is a bevel-gear having its bearpinions on the shaft D,that engage with gear 'ment with the gear F.

UNITED STATES PATENT Grrrcn.

CHARLES J. LATZ, OF ROCHESTER, NENV YORK, ASSIGNOR OF THREE- FOURTI-IS TO JOHN VEHLE, OF SAME PLACE.

MECHANISM FOR OPERATING ELEVATOR-GATES.

SPECIFICATION forming part of Letters Patent No. 416,037, dated November 26, 1889.

Application filed July 11, 1889. Serial No. 817,133. (No model.)

To (tZZ whom it may concern.-

Be it known that 1, CHARLES J. LATZ, of Rochester, in the county of Monroe and State of New York, have invented a certain new and useful Improvement in Mechanism for Operating Elevator-Gates; and I do hereby declare that the following is a full, clear, and exact description of the same, reference being had to the drawings accompanying this application.

The object of my improvement is to provide means whereby slow movement may be given to the gate and a rapid movement to the elevator-car.

The invention consists in the construction and arrangement of parts hereinafter described and definitely claimed.

I11 the drawings, Figure 1 is a front elevation of the apparatus, showing the gate closed. Fig. 2 is an enlarged vertical section of one side of the elevator car and Well in line 5000 of Fig. 3. Fig. 3 is a vertical section in line y y of Fig. 2. Fig. 4 is an enlarged front elevation of the gearing for operating the gate. 5 is a horizontal section of Fig. 4 in line .2' Fig. 6 is a front elevation showing a modification.

A indicates the well, and B the car which moves up and down therein.

0 is the sliding gate or door which covers the passage into the car.

My improvement is as follows:

D is a vertical shaft located outside'the well and extending from bottom to top of the same. It is driven slowly and constantly by a band a, which passes around a pulley h, or by any other suitable means.

E is a casting or frame attached to the well ing in said casting, and G G are two bevel- F at the top and bottom, as shown in Fig. 4. These pinions turn loose on the shaft. 111 other words, the shaft revolves freely in them. The lower pinion G has no vertical movement on the shaft, but always remains in engage- The upper pinion G is movable up and down on the shaft, so that it can be thrown out of gear at any time.

The inner ends of both pinions have clutchheads 0 c for the engagement of the sliding clutch. I I

II is the. sliding clutch, resting loosely on shaft D between the two bevel-pinions, but revolving always with the shaft bymeans of a spline or feather (Z, that engages it with the shaft. The opposite ends of the clutch have clutch-heads f f, that engage with the clutchheads 0 c of the pinions. The clutch is so short that when resting half-way between the pinions it is out of engagement with both.

I and K are two vertical arms that slide freely up and down in suitable guides g g of casting E. The lower ends project down near the top of the gate and are provided with friction-rollers h h, while the upper ends are provided with weights ii, which press the arms down.

The top edge of the gate is provided with wedge-shaped cams k and Znear the front and rear, as shown in Fig. l. \Vhen the gate slides open, the cam 76 strikes roller h and raises arm I, and when. it slides closed the cam Z strikes roller h and raises arm K. The arm I has a fork m, that embraces a :sppol n of the upper bevel-pinion G, and the arm K has a similar fork or, that embraces a spool j of the clutch II. It will be seen that the upper pinion Gwillbe raised out of engagement With 80 main gear F when the gate is slid fully back, and that the clutch II will be raised up into engagement with the upper pinion when the gate is thrown fully forward, the action being thus automatic with the movements of the gate.

L, Figs. 2 and 3, is a crank-arm, pivoted'at 0 to the inside of the well and between it and the outer side of the car. The lower arm of the crank has a stud 1), that projects in (0- 9c ward the side of thecar. I

M is a crankshaped lever 011 the inside of the well, connected with the upper army of crank L by a rod g. The lever M is bent in crank form and passes out through the side of the well, and has on its outer end an eccentric or cam i", that rests under the shank of fork n of arm K. Vhen lever M is drawn down, the eccentric is thrown up, consequently raising the arm K, and with it the clutch H. oo

N, Figs. 2 and 3, is a cam on the outer side of the car and between it and the inner side of the well. It consists of two toggle-arms pivoted together in the center, one arm being permanently pivoted at s to the car and the other having a pin that moves vertically in a slot t, by which means the arm can be thrown out, as in full lines, or drawn in, as shown in dotted lines, Fig. 2. XVhen thrown out, the cam intercepts the stud p of crank L and throws it as the car goes up or down. hen drawn back, it runs entirely clear of the crank-stud p.

P is a pair of toggle-levers, pivoted at one end to the center pivot of cam N and at the' other permanently to the side of the car.

R is a connecting-rod attached to the center of the toggle-levers and extending downward'and attached at the other end to a crankshaped handle S,-located inside the car. By moving the handle in one direction the cam will be thrown out, and by drawing it in the other the cam will be drawn in.

J, Fig. 1, is an auger-twisted screw resting over the door C and turning in fixed bearings a u. One end of this screw has a bevel-pinion c, that engages with the gear F, and the other end passes through the upper end of a standard 10, attached. to the door, said standard serving as a nut. \Vhen the screwis turned, the door will be run forward or back. If desired, the screw can be made to operate two doors in opposite directions by projecting it over both doors and providing it with right and left threads resting, respectively, over the doors, as shown in Fig. 1. The door itself may be made of any desired form and provided with hangers y g which run forward and back on a track 2'. A door made of hinged sections such as shown in my pending application, No. 308,752, can be readily operated by this mechanism.

Fig. 6 shows a modification, in which the doors are operated by an endless chain J, passing around sprocket-wheels 0 0, one of said sprocket-wheels 0 beingattached to gear F and the other 0 to the well at the opposite end of the doors. The doors are connected, respectively, with the upper and lower lengths of the chain by arms 10 10", by which means the doors are run in opposite directions.

The operation is as follows: The shaft D revolves slowly in one direction. At each passage of the car up or down the cam N strikes crank L and throws the same, thereby operating lever M and raising the arm K, that carries the clutch II. This brings the clutch into engagement with the upper pinion G, which at that time is in engagement with the gear F. This gives motion to said gears, which in turn give motion to the screw J and run the door back. When the .door is fully open, the front cam 7r, on its upper edge, strikes roller h, raises the arm I, and with it the upper gear G, throwing it out of engagement with gear F, and thus stopping the door. The apparatus remains .G G and out of engagement with both.

out of engagement and the door remains open as long as the car remains stationary at the elevatoropening. As soon as the car moves and releases the lever M the arm K, and with it the clutch ll, drops down, and the clutch then engages with the lower bevel-gear G. This runs the door forward again and closes the same. The moment the cam it passes from under the roller h in the act of moving the door to close it the upper gear G falls into engagement again with the gear F, but runs loose during the closing movement of the door. At the moment the dooris fully closed the cam Z on the rearof the door strikes under the roller h',1ifts arm K, and with it the clutch H, disengaging said clutch from gear G, thus stopping the door. This lifting movement of cam Z is only sufficient to raise the clutch centrally between the two gears The door thus remains stationary till the car again operates lever M, when the clutch will again be thrown up in engagement with the upper gear, as before described. By this arrangement the door is operated automatically,

and its movement in opening and closing is.

always uniform andregular, whether the motion of the car is slow or rapid, as the door is operated by a power outside of the elevator. The door always remains locked in its opened or closed position, so that no danger can occur by accidentally opening the door when the car is not opposite the opening. Then the cam .N is drawn back, as shown by dotted lines, Fig. 2,it passes by the rocker Lwithout opening the gate.

Having described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In an elevator-guard, the combination, with a sliding gate or door, of a vertical shaft outside the well turning in one direction only,

two bevel-pinions turning loosely on the shaft, one vertically movable, the other relatively stationary, abe'vel-gear on the face of the well, with which said pinions engage, a sliding clutch located between the pinions,turnin g with the shaft,and capable of being shifted from one pinion to the other, and mechanism connecting the gate with the gearing, whereby it will be automatically opened and closed by said gearing, as herein shown and described.

2. In an elevator guard, the combination, with a sliding gate or door, of a rotating shaft outside the gate, two bevel-pinions turning loosely on the shaft, one Vertically movable, the other relatively stationary, a bevelgear with which said pinions engage, a sliding clutch turning with the shaft and located between the pinions and shiftable from one to the other, a third pinion engaging with the bevel-gear, and a screw attached to said pinion and connected withthe gate, whereby the latter receives its forward and back movements, as herein shown and described.

3. In an elevator-guard, the combination, with the gate, of a rotating shaft outside the gate, two bevel-pinions turning loosely on the shaft, one vertically movable, the other relatively stationary, a bevel-gear with which said pinions engage, a sliding clutch on the shaft between the pinions, shiftable from one to the other, connections attached to the vertically-movable pinion and the clutch, and cams upon the gate for operating said connections at the extreme movements of the gate in opening and closing, as herein shown and described.

4. In an elevator-guard, the combination, with two arms located above the gate and operating the shifting gear and clutch, of cams on the opposite sides of the gate for operating said arms as the gate opens and closes, as herein shown and described.

5. In an elevator-guard, the combination, with the shifting clutch Il,of the arm K, connected with said clutch, the lever M, provided With eccentric r for operating said arm, the rocker L, pivoted inside the Well, and the rod q, connecting the rocker with the lever, as shown and described, and for the purpose specified.

(3. The combinatiomwith the shiftingclutch H, of the arm K, the lever M, provided with the eccentric a", the rod q, rocker L, the jointed cam N, toggle-arms P, connecting-rod R, and handle S, arranged to operate in the manner and for the purpose specified.

In witness whereof I have hereunto signed my name in the presence of two subscribing witnesses.

CHARLES J. LATZ.

Vitnesses:

R. F. OSGOOD, P. A. Cos'rIcH. 

